Jet-propulsion nozzle



May 20, 1952 F. c. MELcHloR JET-PROPULSION NozzLE May 20, 1952 F. c. MELcHloR JET-PROPULSION NOZZLE 5 Sheelzs-Sheeikl 2 Filed Nov. 15, 1945 W Ri e wh n NG r EZ o Ve Eo# mm, Qn C w WW May 20, 1952 F. c. Ml-:LcHloR JET-PROPULSION Noz'zLE 5 Sheets-Sheet 3 Filed Nov. 13, 1945 INVENTOR. Frederick' C', Melczior' JornQ/:g

bv @v Patented May 20, 1952 safes J ET-PROPULSION NOZZLE Frederick C. Melchior, New York, N. Y., assignor of one-half to Eie B. Melchior, New York, N. Y.

Application November 13, 1945, Serial No.'628,114

TENT orifice 4 Claims.

energy of the exhaust gases or products of comefciency of the aircraft.

aircraft.

crease aforesaid speed range.

level iiight cruising.

sired portion of the airfoil.

cal for translation into practice.

hausters for condensers, etc.

of a preferred structure which, as will be seen from the ensuing description, will admirably accomplish the foregoing desiderata.

The exact nature of the invention, together with its several objects, may best be understood The choice of multi-stage instalbustion is utilized to obtain propulsive thrust horsepower together with improved aerodynamic from the accompanying drawings embodying the various details of apparatus for carrying the in- One object of the invention is to provide for a vention into effect. most direct and eicient discharge of the exhaust Referring now to said drawingsgases or products of combustion so as to obtain l0 Fig. 1 is a longitudinal section in the vertical maximum effective thrust horsepower. plane of a power plant designed inr accordance Another object is to provide suitable means for with the invention. varying velocity versus mass flow of gases and Fig. 2 is a longitudinal section of the same auxiliary air-through proper nozzle design and power plant taken in the horizontal or lateral installation-so as to sustain adequate thrust plane. Q horsepower throughout the speed range of the Fig. 3 is in part a view similar to Fig. 2 with the parts in a different operating position. A further object of the invention is to improve Fig. 4 is a cross-sectional view taken on the vthe efliciency-more particularly the maximum line 4-4 of Fig. 1. lift coelcient-of the airfoil by employing the Fig. 5 is a cross-sectional view taken on the kinetic energy of the exhaust gases, in a manner line 5-5 of Fig. 1. as hereinafter described, for generating induced Fig. 6 has an enlarged detailed view of a porflow of auxiliary air, said flow to be taken at will tion of the operating mechanism. from back suction on the boundary layer off the Fig. 7 is a cross-sectional view taken on the top of the airfoil, and thus to substantially in- '25 line '1 -1 of Fig. 3.

Fig. 8 is a detailed sectional view of a variable A still further object is to provide suitable rear jet forming a part of my invention. means for shifting at will aforesaid induced ow Fig. 9 is a cross-sectional View taken on the from the top of the airfoil to ram scoops in the line 9--9 of Fig. 8. nacelle whenever back suction on the boundary Fig. 10 shows a section of the airfoil near the layer is not required, as for example in normal Center section,

Fig. 11 shows a section of the airfoil of an It is also an object of this invention to provide outer wing panel. simple and practical means for connecting exist- As may be seen from Fig. 1 and Fig. 2, the ing structural members of the airfoil to suction power plant chosen to illustrate my invention is chambers where induced iiow is generated, and to of the multi-stage gas turbine type of such size utilize such structural members for most uniform and power as may' be suitable for installation transmission of aforesaid back suction over dein wing nacelles of large multi-engine aircraft. It is to be noted that the exact nature, size and Back SuCtOIl 011 JEhe bOuIldaly layer 0f an air- 40 potential output of the power plant will in no foil has long been a desired objective on the part way ai'ect the scope and usefulness of my invenof aerodynamicists, and numerous schemes for tion which can be used with any type of internal aCCOmplShng il? have been Suggested in the combustion engine or turbine discharging expast-none of which has so far appeared practihaust gases or products of combustion at high Induced flow temperatures. is also well known to the science of fluid mechanlation will be dictated primarily by the amount of ics and has long been employed in various applpower required at high altitudes as, undoubtedly, cations, such as vacuum pumps, steam jet exwith a single-stage installation it would be dif- Thus, it is evident flcult to obtain, say, 10,000 or more thrust horsethat nobody can claim the basic principles of power per unit for stratosphere flying. The illusinduced flow and back suction on the boundary tration as here presented is, therefore, only to be layer as proprietary innovations to the art. It construed as an example of what I consider an is, therefore, not my intention to endeavor to A approach to the optimum of an installation in establish such claims, but rather to present here-A large future aircraft, and it must in no case be with a simple and practical solution in the nature interpreted as constituting any limitation relative to scope and usefulness of the invention as it is hereinafter set forth. The type shown is similar to that shown and described in the patent to A. Lysholm, No. 2,085,761.

Referring to Figures l and 2, the power plant illustrated is installed in a nacelle 20, which is an integral part of wing 2l, shown in a broken View with structural members pertinent to the invention.

The prime mover of the power plant consists of a multi-stage compressor 22 on a common shaft 23 with multi-stage turbine 24. It is suspended in the nacelle by means of radially spaced structural members 25 and 25 and front wing spar structure 21, which hold bearings 28 and turbine casing 29 rigidly relative to the structure of the nacelle. Air for the combustion enters the first stage of the compressor through front aperture 30 under ram created by the forward velocity of the aircraft, is compressed through the several stages of the compressor to a ratio, say, of 6:1, whereupon it is discharged by way Aof annular passage 3| into combustion Vchamber 32 where it is heated in the process of combusti-on together with fuel injected through a series -of nozzles 33. In this manner the air becomes preheated for the combustion while serving as 'an ideal insulator for the combustion chamber. In addition, a small amount of air from the compressor flows through by-pass 34 to the hub of turbine rotor 35 which, thus, it protects against overheating. The motive iuid comprising the products of `combustion at an entrance temperature of, say, 1800o Fahrenheit is then partly expanded through the several stages of the turbine where it expends a certain amount of its kinetic energy of heat, required for the work 'of driving the compressor, whereupon it is expelled rearwardly at high velocity into discharge pipe 35, suspended rigidly and jointly with turbine casing 29 in front spar nacelle structure 21`.

The prime mover, as part of this power plant, is of accepted design known to the art and is, therefore, not claimed by me as part of this invention; it is merely shown to exemplify a suitable power unit for this type of installation.

Rearward flow of the motive uid continues through pipe 38 connecting with pipe 36 by means of a sliding fit, as indicated in Fig. '5, and slidably mounted in sleeve 39 which vin turn is rigidly mounted in rear .spar structure l0 of the wing. 'Ihe rear portion of slidable member 38 contains a series of longitudinal spaced Venturi slots .31 extending .from about midway clear through to the rear end, as shown in Fig. 6. These slots when in the open position are so constructed that air rushing by them will be' drawn into the tube by Venturi action. As may be seen from Fig. 6, a slight increase in the thickness of the material provides for a gradual increase in outer diameter immediately prior to the final taper to the rear end. Thus, with some spr-ing action in the longitudinal members between aforesaid Venturi slots, the rear end of sliding member 38 may be choked or opened a few degrees minus or plus its cylindrical position by merely moving it fore and aft by means of a pinion 4| meshing with rack 42 which is integral with member 38 and emerges through a slot in sleeve 39. This motion will, of course, correspondingly decrease or increase the aforementioned Venturi slots-an important factor in the functional utility of the invention in cases where the prime mover imparts a high rotational velocity on the exhaust gases or products of combustion.

From the rear end of pipe 33 the motive fluid is discharged through rear jet 43 which, as may be seen from Figures l and 8, has the shape of a Venturi throat. Turning now to Figures 8 and 9, it will be seen that rear jet 43 is composed of a series of spaced longitudinal members 44 hinged on individual pivots 45 which in turn are supported by annular structural member 46. Hinged to each longitudinal member are individual push and pull rods Ill with rollers 48 inserted in eccentrically disposed slots 59 in annular ring 50 riding by means of sleeve El on ball thrust bearing 52 which is held in place by annular structural member 53. A small pinion 54 meshing with internal gear 55 on sleeve 5l will cause ring 50 to rotate in desired direction, whereby slots 49 governing push and pull rods 4'! will move longitudinal members 44 toward or away from center in a manner obvious from the illustration in Figures Sand 9.

Turning now specifically to Fig. 9, it will be seen that longitudinal members 44 have integral overlapping shields 56 serving to seal the spaces between the members. A closer examination of the cross section reveals that the radii of the inner surfaces of the individual members are somewhat offset from the center of the assembly, while those of the' inner surfaces of the shields are substantially larger than the average inner radius of the cross section. In this manner the inner surface of the jet will always present a sufciently close approach to the periphery of a circle so that, while in no position mathematically perfect, it can for all practical purposes be considered so.

The maximum opening of the rear jet is governed primarily by the clearance'of the nacelle cowl 5l and the location of pivotal points 45. Inasmuch as these factors can be modified to suit the requirements of each installation, the element of degree is irrelevant to the nature and scope of the invention. As shown, the operating range of the jet is ample to allow for adequate variation of Velocity versus mass ow of gases to suit the speed range of aircraft. It should also be noted that the design of the jetmore particularly, the shape of the longitudinal membersis such that, regardless of the degree of opening, it will always represent a true venturi.

This is a very important factor in maintaining optimum efciency of jet propulsion as well as of induced flow.

Between the rear end of slidable member 38 and pivots 45 is an annular passage 58 leading into rear jet 43 from annular chamber 59 surrounding sleeve 39. Ram scoops '63 lead directly into chamber 59 through crescent shaped apertures '6| which will be closed off by means of a series of shutters 62 when certain flight conditions require back suction on the boundary layer on top of the airfoil. These shutters may be of the cowl flap type, as now used on conventional aircooled engine installations, or of any other suitable type known to the art.

In a similar, direct manner, rear spar $3 of the wing communicates with chamber 59 through apertures 64 in rear spar structure 40 in the nacelle, as indicated more clearly in Fig. 2. Rear spar 63 is of the box type, sealed except for forward apertures 65 extending substantially throughout its length and interrupted only by necessary bracing structure. Through said apertures the rear spar is openly connected to chamber 66 which is enclosed by structural member 61 and sheet metal skin 68, and extends substantially throughout the span of the wing. The structural member 61 seals chamber 86 from the rest of the airfoil and may well be formed of corrugated sheet metal, while skin 68 comprising part of the top cover of the airfoil contains, in the area covering chamber 66, a multitude of fine densely spaced perforations having a diameter of, say, 1,454 of an inch. Being of straight cylindrical section and substantially perpendicular to the top surface of the airfoil, they will not interfere with the smooth laminar iiow and, therefore, not impair the high speed characteristics of the wing in normal level flight.

Thus it is seen how existing structural members such as rear spar 63 of the wing may be easily adapted to serve the purpose of uniformly transmitting suction to the boundary layer on top of the airfoil. Other exclusive features of this airfoil have been illustrated andexplained in my patent termedv Self-Energizing Airfoil, No. 2,427,972, issued September 23, 1947.

For a better understanding of the functioning of this invention, reference is made to fundamentals of fluid mechanics dealing with the ow of a fluid past or through a venturi. We now Vturn again to Fig. 1 illustrating the approximate relative positions of operating parts in normal level ight at cruising altitudes. As the motive fiuid passes from sliding member 38 into rear jet 43 it creates a powerful suction through passage 58, at the same time as cold air from ram scoops 60 enters chamber 59 whence it mixes with the exhaust gases or products of combustion as they emerge from member 38. This increases the total mass flow of motive uid discharged from rear jet 43, thus augmenting the effective thrust horsepower attainable at practicable aircraft speeds. While in this condition apertures 6| are open, with shutters 62 in a position as suggested in Fig. 1, it is not necessary to close apertures 64, as air entering under ram will of necessity prevail over that which would be drawn from a reduced pressure area such as exists on the top surface of an airfoil.

In cases where a particular type of prime mover expels its exhaust gases or products of combustion at a high rotational velocity, in addition to the rearward velocity, the resultant is a helical velocity representing the total kinetic energy of which only the rearward component renders propulsive effort. In order to alsol utilize the kinetic energy embodied in the rotational velocity of the motive fluid, the aforementioned Venturi slots 31 in slidable member 38 are designed to converge from the outer to the inner surface with the rotation of the motive uid, as indicated by arrows in Fig. 7. The rotational velocity of mass flow past said Venturi slots where they extend beyond sleeve 38 has an effectwhich is identical in principle to that of the rearward mass iiow on passage 58, in that it causesa pressure drop with consequent suction of cold air through the Venturi slots from chamber 59, thus further augmenting the total mass iiow for added thrust.

Referring again to fundamentals, we know that effective horsepower is a product of force X velocity and, likewise, that maximum potential horsepower of a given machine or prime mover is limited by the optimum amount of energy it can handle. For extreme speeds at very high altitudes it may, therefore, be desirable to somewhat reduce the total mass flow of the motive fluid-by slightly decreasing the induced iiow in slots 31 as well as in passage 58-so as to correspondingly increase its velocity. This is accomplished by moving member 38 forward a short distance so that its enlarged portion is .partly forced into sleeve 39, whereby its rear end is choked down to a smaller diameter and slots 31 narrowed a proportionate amount, at the same time as rear jet 43 is choked down to a corresponding degree.

The higher eiciency of thrust horsepower, obtained through such reduced mass flow at increased velocity to match extremely high aircraft speeds, may have an analogy in the principle of operating an automobile in over-drive.

Considering now the lower range of aircraft speeds, such as prevail in take-off, steep climbs and landing, it is evident that operation in a lower gear will render greater eiciency of thrust horsepower. In jet propulsion terms this means increased mass flow through greater cross sectional area at decreased velocity and is accomplished by moving member 38 rearward a short distance aft of position shown in Figure 1, allowing spring action in its longitudinal members between slots 31 to flare out and substantially increase the diameter of its rear end. With a correspondingly increased opening of rear jet 43, this will greatly augment the induced flow from chamber 59. The increased mass flow, discharged at a lower velocity through a larger cross sectional area, will thus produce'a `great increase in thrust or propulsive force, thereby sustaining adequate thrust horsepower also in the lower speed range.

As has been previously pointed out, back suction properly applied to the boundary layer of an airfoil will greatly increase the maximum lift coecient and help sustain smooth laminar flow over the wing with increased lift over a wider range of angles of attack. While this is desirable throughout the lower speed range of the aircraft, it is especially important in landing where reasonable minimum speeds are a matter of safety. In this condition, with increased induced flow and maximum total mass flow at reduced velocity obtained in a manner as described in the preceding paragraph, shutters 62 will close apertures 6I of ram scoops 60, causing all of the induced flow of air to be taken from the top surface of the airfoil via rear spar 63 and apertures 64.

Turning now to Fig. 3, there is illustrated an additional alternative with member 38 in the extreme rearward position, joining rear jet 43 in forming a continuous discharge passage, closing off passage 58 and opening up passage 69 leading into annular chamber 18 surrounding discharge pipe 33. Induced ow by the rearward velocity of the motive fluid occurs now in passage 69, with suction transmitted through chamber 10 and via apertures 1I to front spar 12. Like rear spar 63, front spar 12 is of the box type, hermetically sealed except for apertures 13, 14 and 15, but unlike rear spar 63 it is divided into two compartments by a separation wall, structural member 13, extending throughout the center section or the portion of the span where the thickness ratio of the airfoil is at or near its maximum. Apertures 13 and 14 are in the nature of slots in the top surface of the airfoil, designed neutral relative to the laminar flow so as to allow neither impact flow into them, nor Venturi suction out of them. Extending over the same porti-on of the span as wall 16, slot 13 leads into the rear compartment which is sealed oi from the rest of the front spar interior but communicates with cham- 7 bei' 'l0 via apertures 1l in front spar nacelle structure 21, thus utilizing induced flow suction in passage B9 for augmenting back suction on the lboundary .layer at this ,point of the airfoil in a most direct manner.

Extending lsubstantially Yover the entire span, slot 14 leads into the front compartment of front spar 12, communicating via aperture 15 and -forward passage 11 with leading edge slot 18. In this manner, Venturi suction created by the high velocity air now over slot 1-8 is transmitted -directly to slot 14 for Aeffective back Vsuction on the boundary layer over a range of angles of attack. vFor more detailed information relative to this particular airfoil feature, reference 1s again .made to my previous application Self- Energizing Airfoil.

The `passage of air over the Venturi slot 18 causes a strong suction through this slot. Pivoted at 80 there is provided .a flap 8| which is closed in normal night. When the wing enters upon high angles of attack, as, for instance, in landing where maximum lift is desired, the flap 8| is opened to a position as shown by the dotted lines. The 'air flow then enters the passage 18 from below, producing Venturi action at -about the point 82. To further augment smooth laminar flow a small aperture or slot 83 in the leading edge of the wing .may be opened a desired amount. The opening 83 may be controlled by the member 85.

VLooking now at ymember 38 in Figure 3, we note that slots 31 are exposed to practically their entire length as it protrudes rearward from sleeve 39. In cases where the motive fluid possesses a high rotational velocity-'and slots 31, therefore, are not sealed-this Vmeans considerable induced flow through said slots from chamber 59, resulting in appreciable back suction on the boundary layer through `rear spar 63 and chamber 56. Furthermore, opening or choking rear jet 43, whereby its inside diameter at the termination point of member 38 is proportionately increased or decreased, will cause the rear end of member 38 to correspondingly flare open or choke, with consequent increase or decrease in the width of slots 31. Thus it is evident that member 33 forms with rear jet 43 a combination variable discharge jet, allowing for great variation of velocity versus mass now of the motive huid to suit any given flight condition, in a manner as hereinbefore described.

The arrangement as illustrated in Figure 3, with additional back suction through front spar 12, may be especially effective in cases where the thickness ratio of the airf-oil section over part of the span is of necessity relatively high, making it -diicult to sustain smooth laminar flow under certain nigh-t conditions such as high speed climb or high speed maneuvering of combat planes. For very thin airfoils in normal operation it may wellV be of limited utility. It has, therefore, only been `illustrated in Figure 10, representing a section of the airfoi'l at or near the center section, whereas in Figure l1 it has been omitted.

I claim:

1. 1n an aircraft having a power plant for jet propulsion, a jet, a tubular means running from said power plant to a point adjacent said jet, a sleeve-on said tubular means, a plurality of Venturi slots in said tubular means at the jet end thereof, said jet end being cam shaped at its outer edge and means for moving -said sleeve against said cam and to contract said tubular means to determine the amount of air passing over the end of said passage.

2. In an aircraft having a power -plant for jet propulsion, a tubular member extending from ysaid power plant, a nozzle positioned adjacent the -end of said tubular means, a sleeve on said tubular member adapted to control the distance between the end of said tubular member and said nozzle by the movement of said sleeve toward and away from said nozzle, a ram scoop and means controlling said ram scoop whereby a predetermined amount of air may flow through said ram scoop about the end of said tubular member and through said nozzle.

v3. In an aircraft having a power plant for jet propulsion a nozzle comprising a plurality of longitudinal members having overlapping shields, means for moving said members toward and away `from each other to vary the dimension of said nozzle, tubular means running from said power plant to a point adjacent said nozzle, a sleeve on said tubular means, a plurality of slots in said tubular means at the nozzle end thereof, .said end being cam-shaped at its outer ends, and means for moving said sleeve against said cam and to contract said tubular means to determine the amount of air passing over the end oi said passage into said nozzle.

4. In an aircraft having a power plant for jet propulsion, a nozzle, tubular means running from said power plant to a point adjacent said nozzle, a sleeve on said tubular means, a .plurality of slots in said tubular means at the nozzle end thereof and means to move said tubular means out of said sleeve to vary the distance between the end of the tubular means and the nozzle and to expose said slots so as to control the amount of air flowing over said tubular means to said nozzle.

FREDERICK C. MELCHOR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 81,257 Cushman Aug. 18, 186B 157,526 Leggett Dec. 8, 1874 690,754 McKechney Jan. 7, 1902 1,120,535 Pruden Dec. 8, 1914 .1,186,298 Duc June 6, 1916 1,857,556 Lasley May 10, 1932 2,041,791 Stalker May 26, 1936 2,085,761 Lysholm July 6, 1937 2,390,161 Mercier Dec. 4, 1945 2,402,363 Bradbury June 18, 1946 2,411,895 Poole Dec. 3, 1946 2,458,600 Imbert et al. Jan. 11, 1949 2,462,953 Eaton et al. Mar. 1, 1949 2,487,588 Price Nov. 8, 1949 

